Half to william priest



No. 752,627. PATBNTBD FEB. 16,-1904.

, w. 1., LLOYD. CONTROLLING MEANS FOR EXPLOSION MOTORS.

ABPLIOATIOK FILED NOV. 3. 1902.

1T0 MODEL. .3 SHEETS-SHBET 1.

W. J. LLOYD.

PATENTED FEB. 16, 1904.

CONTROLLING MEANS FOR EXPLOSION MOTORS.

APPLICATION FILED NOV. 3, 1902.

N0 MODEL.

3 SHEETS-SHEET 2' THE nonms PETERS c0, FNOTO-LITHO. WAHINGTOOL o. c.

No. 752,627. PATENTED FEB. 16, 1904.

' W. J. LLOYD. CONTROLLING MEANS FOR EXPLOSION MOTORS.

APPLICATION FILED NOV. 3, 1902. N0 MODEL. 3 SHEETS-SHEET 3 [var/awnUNITED STATES r'atented. February 16, 1904.

PATENT OFFICE.

HALF TO WILLIAM PRIEST, OF, BIRMINGHAM, ENGLAND.

CONTROLLING MEANS FOR EXPLOSlON-MOTQRS.

SPECIFICATION forming part of Letters Patent N0.'752,627, dated February16, 190 4.

Application filed November 3, 1902. Serial No. 129,925. (No model.)

To all whom it may concern.-

' Be it known that I, WALTER JOHN LLOYD, a

subject of the King of Great Britain, residing at Quadrant Cycle Works,Sheepcote street, Birmingham, England, have invented certain new anduseful Improvements in Controlling Means for EXplosionMotors, of whichthe following is a specification.

This invention consists of the improvements hereinafter described inmotors for motor-cycles and other motor road-vehicles of the kind inwhich the motive power is obtained by the explosion of an inflammablemixture of a highly Volatile hydrocarbon and atmospheric air, the saidimprovements having for their general objects to obtain greaterefficiency in the said motors.

The improvement constituting the first part of the said invention hasfor its object to avoid the resistance which is ordinarily ofiered toeach outward stroke of the motor-piston, due to the compression of theair in the crankcase of the motor by the said outward stroke of thepiston, and at the same time to remedy the defect in ordinary motors dueto the discharge of lubricating-oil through the several bearings in thesides of the crank-case, which discharged oil collecting on the outsideof the said case is readily picked up by the clothes of the rider.

In order that the said invention may be the better understood, let it benoted that the ordinary motor has a pair of crank-plates, commonlycalled fly-wheels, which rotate in a crank-case containing a bath oflubricatingoil. The oil is picked up by the said fly-wheels, and by thecentrifugal force set up by their rapid rotation is distributed into theenginecylinder and onto the interior of the crankcase. In this way theengine-cylinder and the several bearings in the sides of the crank-caseare efficiently lubricated; but on each outward stroke of the piston theoil in the bearings of the crank-case is forced by the compression ofair in the said case through the said bearings. Consequently thereresults a slow but continual Waste of the lubricating-oil, some of whichsooner or later finds its way to the terminals of the electrical contactmaker and breaker of the ignition apparatus and so impairs theelectrical contact of the two terminals when brought together thatmisfiring of the charge in the engine-cylinder frequently results.

The second part of the said invention has for its to object to rendermisfiring practically impossible from another cause hereinafter pointedout. In order that this part of, the said invention may be the betterunderstood, let it be noted that the ignition apparatus of an ordinarymotor has a plate-spring, commonly called the trembler, which tremblercarries a platinum point or. stud constituting one of the terminals ofthe electrical contact maker and breaker. The platinum stud of thetrembler is on the compression-stroke of the piston forced by a cam onthe spindle of the larger-toothed wheel of the tWo-to-one valve-gear ofthe engine into contact with a platinum-pointed set-screw constitutingthe other terminal of the electrical contact maker and breaker. Withthis the ordinary arrangement the constant wear on thetrembler-operating cam and on the trembler and onthe platinum pointsresults in the defect commonly called misfiring, which is remedied bythe readjustment from time to time of the plati num-pointed set-screw.The object of this the second part of the said invention is to make theelectrical contact of the terminals independent of the Wear of the partsof the ignition apparatus.

The third part of the said invention has for its object to permit thevehicle to be driven directly by the engine at speeds below the normalspeed, and thereby to render the employment'of speed-reducing gearunnecessary.

I will describe my invention in connection with the accompanyingdrawings, of which Figure 1 represents in side elevation a motorbicycle,the motor of which is provided with the improvements constituting thesaid inven tion. detached, drawn to. a larger scale than Fig. 1, withthe electrical terminals of the ignition apparatus in their breakcontact position. Fig. 3 is a horizontal section on the dotted line X X,Fig. 2, showing one side only of the Fig. 2 is a side elevation of themotor crank-case and the crank-plate or fly-wheel adjacent to the saidside. Fig. 4 represents a portion only of the motor with the electricalterminals in their make contact position.

Fig. 5 is a similar view to Fig. A} with parts fly-wheel 7), (shown inFig. 3,) so as to obtain free communication between the interior ofcrank-case d and the atmosphere at a point to which lubricating-oilcannot find its way in consequence of the centrifugal force set up bythe rapidly-rotating crank-plate or flywheel b. Thus it will beunderstood that as a free outlet for the air in the crank-case isprovided no compression of air in the said crank-case takes place oneach outward stroke of the piston, and consequently there is noresistance to the outward strokes of the piston. Further, as compressionof air in the crank-case is not eflected there is no forcing outward ofoil in the several bearings of the crank-case d, and as oil cannotobtain access to the air-passage 0 in the spindle a in consequence ofthe centrifugal force of the crankplateor fly-wheel I) there is no wasteof lubrieating-oil in the crank-case nor soiling of the exterior of thecrank-case and parts carried by it. i

In carrying the second part of the said invention into effect the partsof the ignition apparatus are constructed and arranged or combined inthe following manner: On a bush or annular projection e on the outerside of the crank-case d (see Fig. 5) a commutatorplate f is fitted, soas to be capable of an angular motion on the said bush 6, the saidcommutator-platef being turned through the connecting-rod g by theoperating handle or lever A of the motor. (See Fig. 1.) On the saidcommutator-plate f is pivoted a lever-2', one arm of which bears on agapped flange k, (see Fig. 2,) projecting from the front face of the camZ, by which the exhaust-valve lifter m is raised on alternate inwardstrokes of the piston. The other or free arm of the lever 2' carries theplatinum stud n, constituting one of the electrical terminals of thecontact maker and breaker. The arm of the lever 6, bearing on the gappedflange k, is pressed on the said flange by a spring 0. When by therotation of the exhaust-valve-lifting cam Z the gap p in the gappedflange 7c is brought under the projection onthe end of thespring-pressed arm of the lever i, as is seen in Fig. 4:, the end of thesaid lever being no longer supported by the flange is, the said lever 71is turned under the action of the spring 0 through a small angle,

and the platinum stud n is brought into electrical contact with theplatinum-pointed setscrew 9, constituting theother electrical terminal,as is represented in Fig. 4. The platinum-pointed set-screw 1" isscrewed into a copper bar .9 on, but electrically insulated from, thecommutator-plate f. To the bars one of the electrical conductors u fromthe inductioncoil is connected, as is illustrated in Figs. 2 and i. Onthe gap 19 passing the end of the spring-pressed arm of the lever a thesaid lever is turned in the direction proper for sep.

arating the two terminals 01, 7, as in Fig. 2, and thereby breaking theelectrical contact. By the making and breaking of the electrical contactbetween the two terminals n 0" the electrical spark in the ordinarysparking plug in communication with the detonating-chamber of theenginecylinder is produced and the compressed gaseous mixture in thesaid cylinder fired. From an examination of Fig. 41: it will be seenthat the projection on the spring-pressed arm of the lever does notdescend to the bottom of the gap 19 in the flange 76. Consequently wearof the terminals n 1 does not affect the certainty of their contact'asin ordinary ignition apparatus, the projection on the end of thespring-pressed arm of the lever descending farther into the gap p as theplatinum points n r wear, and thereby compensating for the said wear.Further, as the said points are not brought into contact by the rise andpressure of a cam which is subject to constant wear the readjustment ofthe set-screw 1" after its proper position has once been determined ispractically never required.

The timing of the sparking of the ignition apparatus is eflected by theangular adjustment of the commutatorplate f, which is turned by theoperation of the handle it, as is hereinbefore described.

The reducing of the power and speed of the motor below the normal isefiected by providing the commutator-plate f with a projection 2,, whichwhen the operating-handle it has been pressed forward into the positionfor driving at normal speed occupies a position immediately under theexhaust-valve lifter m. When the operating-handle h is pulled partiallyback toward its stopping position, the projection t effects the partiallifting of the exhaust-valve lifter m, as is illustrated in Fig. 5.Consequently the exhaust-valve is partially opened, and part of thepower of the subsequent explosions in the cylinder being permitted toescape into the atmosphere the speed and power of the engine is reducedto the desired extent.

When the operating-handle h is pulled fully back for the purpose ofshutting off the power of the engine, the said projection teffects theopening of the exhaust-valve to its full extent.

The ignition apparatus on the exterior of the crank-cased is protectedfrom dirt and haust-valve for said explosion-chamber, controlling meansfor said exhaust-valve actuated by said rotary cam, a rotary gappedflange, an angularly-adjustable commutator-plate adjacent to said gappedflange, means for oper ating said commutator-plate, a projection on saidcommutator-plate arranged to engage the controlling means for saidexhaust-valve, a contact-point on said commutator-plate, a contact-leverpivoted on said commutator-plate and bearing at one end against saidgapped flange, means for moving the contact end of said lever intoengagement with said contactpoint, when the opposite end thereof entersthe gap in said gapped flange, and electrical connections between saidcontact lever and point, and said explosion-chamber.

2. In a motor-cycle, the combination with an explosion-chamber, of arotary cam, an exhaust-valve for said explosion-chamber, a rod, actuatedby said rotary cam for operating said exhaust-valve, a rotary gappedflange, a bush adjacent to said gapped flange, a commutatorplateangularly adjustable on said bush, an operating-lever for moving saidcommutatorplate, a projection on said commutator-plate, arranged toengage the rod of said exhaustvalve, a contact-point on saidcommutatorplate, a contact-lever pivoted on said commutator-plate andbearing at one end against said gapped flange, a spring for moving thecontact end of said lever into engagement with said contact-point whenthe opposite end thereof enters the gapped flange, and electricalconnections between said contact lever and point and saidexplosion-chamber.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witnesses.

WALTER JOHN LLOYD.

Witnesses:

RICHARD SKERRETT, ARTHUR J. POWELL.

